Method and apparatus for fuel island authorization for trucking industry using proximity sensors

ABSTRACT

A fuel authorization program based on equipping fuel station, fuel pumps, and vehicles with components to enable automatic fuel authorization for enrolled vehicles. The program includes fuel pumps including a pump transmitting sensor that automatically emits a pump ID. As a vehicle pulls in next to the pump a vehicle coupling receiving sensor detects the pump ID signal and a proximity link is created. The vehicle sensor passes the pump ID via hardwire or Bluetooth to vehicle fuel authorization processor (which can be part of a telematics device). The vehicle processor transmits the pump ID (and any fuel authorization credentials needed, such as a PIN or VIN) via WI-FI to a Station processor for fuel vendor authorization. If approved, the pump is enabled. As the vehicle moves away the coupling sensor link is broken and the vehicle transmits a “disconnect” message via Wi-Fi and the pump is disabled.

RELATED APPLICATIONS

This application is based on a prior copending provisional application;Ser. No. 61/792,838, filed on Mar. 15, 2013, the benefit of the filingdate of which is hereby claimed under 35 U.S.C. §119(e).

BACKGROUND

The trucking industry has an ongoing problem with fuel theft. Truckingcompanies normally issue fuel cards to drivers. The drivers purchasefuel for company trucks at national refueling chains (i.e., truckstops).

A large problem is that owner operators also frequent such refuelingstations. Company drivers often make deals with owner operators to allowthe owner operators use of a company fuel card for a cash payment. Forexample, the owner operator will give the company driver $50 in cash topurchase $150 of fuel on the company fuel card, saving the owneroperator $100 in fuel costs. This type of fraud is very difficult forthe fleet operators to detect and prevent, because the amount ofdiverted fuel may be sufficiently small relative to the miles that thefleet vehicle is driven by the driver so as to be difficult to notice,even when fuel use patterns of the vehicle are analyzed.

It would therefore be desirable to provide a more secure method andapparatus for implementing fuel authorization in the trucking industrythat actually prevents owner operators from stealing fuel charged to afleet operator account.

SUMMARY

The concepts disclosed herein are directed to a method to enable anoperator of vehicle refueling stations to automatically authorize therefueling of a specific vehicle, such that once the authorization isprovided, the fuel being dispensed cannot easily be diverted to adifferent vehicle. The method involves elements on the vehicle, elementson the fuel island, and a controller (such as a computing device) thatreceives data from the vehicle to use to determine whether or not toauthorize fuel delivery. A short range transmitter (a ProximityTransmitter) is disposed on the fuel pump (or on the fuel island near afuel pump) and broadcasts a Pump ID. In some embodiments, the ProximityTransmitter is always broadcasting if the pump is operational (i.e., thefueling station is open), while in other embodiments the proximitytransmitter only transmits the Pump ID after a trigger has indicated avehicle is nearby. Such a trigger can be a motion sensor deployed nearthe fuel pump or in the fuel lane, although as will be described ingreater detail below other types of triggers can be employed. Eachenrolled vehicle will be equipped with a corresponding short rangereceiver (a Proximity Receiver) mounted proximate the vehicle fuel tank,so that when the vehicle is positioned close enough to the fuel pump toreceive fuel, the Proximity Receiver can acquire the Pump ID from theProximity Transmitter. Once the Proximity Receiver obtains a Pump ID,the Proximity Receiver communicates the Pump ID to a Fuel AuthorizationController at the vehicle. The Fuel Authorization Controller uses awireless data link (Wi-Fi in an exemplary but not limiting embodiment)to send a Fuel ID and the Pump ID to a Station Controller. The StationController checks the Fuel ID to determine if the fuel delivery isauthorized. If so, the Station Controller enables fuel delivery at thefuel pump corresponding to the Pump ID.

In an exemplary embodiment, the nominal ranges of the ProximityTransmitter and the Proximity Receiver are relatively short (recognizingthat the concepts disclosed herein encompass embodiments where thenominal range of only one of Proximity Transmitter and the ProximityReceiver is controlled to be relatively short). In at least oneembodiment, the nominal range is within 15% of 50 feet. In at least oneembodiment, the nominal range is within 15% of 25 feet. In at least oneembodiment, the nominal range is within 15% of 10 feet. In at least oneembodiment, the nominal range is within 15% of 5 feet. In addition to(or in place of) controlling the nominal range of the ProximityTransmitter and the Proximity Receiver, the directionality of theProximity Transmitter and the Proximity Receiver can be controlled toprovide a directional transmission or reception (recognizing that theconcepts disclosed herein encompass embodiments where the directionalityof only one of Proximity Transmitter and the Proximity Receiver the iscontrolled). The directionality of RF signals can be controlled usingshielding (shielding and low power combine work best, as the low powerreduces the likelihood of reflections broadening the directionality).Optical data transmission is highly directional. RFID readers and tagsare readily controlled to achieve a desired nominal distance. Ingeneral, RF based Pump ID transmission will offer the benefit of notsuffering from interference with dirt/grime that can coat opticaltransmitters or receivers.

In an exemplary but not limiting embodiment, the Fuel ID is a vehicleidentification number (VIN) obtained from a vehicle data bus ornon-removable vehicle memory. Using a VIN that must be obtained from avehicle data base (or vehicle memory that is relatively difficult toremove from the vehicle) will make it harder for the fuel authorizationto be spoofed by moving hardware components from authorized vehicles tonon-authorized vehicles, or by simply storing an approved Fuel ID in adevice in a non-authorized vehicle. In such embodiments, the FuelAuthorization Controller is logically coupled to the Proximity Receiverand the vehicle data bus/memory where the VIN can be retrieved.

In another exemplary but not limiting embodiment, the Fuel ID is a PINnumber input into a computing device at the vehicle by a driver. In someembodiments, the driver is promoted to input such a PIN when the Pump IDis received. The PIN prevents drivers from using an approved PIN in anon-approved vehicle, because the non-approved vehicle is not likely tohave the Proximity Receiver required to obtain the Pump ID, and withoutthe Pump ID and the Fuel ID fuel authorization will not be approved. Insuch embodiments, the Fuel Authorization Controller is logically coupledto the Proximity Receiver and the input device used by the driver (andin some embodiments the input device and the Fuel AuthorizationController are implemented using a single computing device, such as atablet or mobile computing device).

In another exemplary but not limiting embodiment, the Station Controllerconsults a remote authorization database via a network connection todetermine if the Fuel ID is authorized (such authorization can be deniedin the event of poor payment history, an expired Fuel ID, or otherreasons).

In another exemplary but not limiting embodiment, the Station Controlleris logically coupled to a Pump Controller that enables fuel delivery atthe corresponding fuel pump.

In an exemplary but not limiting embodiment, the Station Controllergenerates a data record defining the quantity of fuel delivered, and therecord can also include the date, time, and location of the refueling.

In an exemplary but not limiting embodiment, if a motion detectordetects that the vehicle has exited the fuel island after the fueldispenser is enabled but before the fuel is dispensed, the authorizationis canceled to prevent the fuel from being dispensed to a non-authorizedvehicle. Sensors can include weight sensors, and motion sensors. Somemotion sensors detect changes in temperature, while other motion sensorsare based on detecting a change in a distance between the sensor and areflective surface (ultrasonic sensors can be used for this function).The latter type of motion sensors are sometimes referred to as rangefinders.

In an exemplary but not limiting embodiment, the data link between theFuel Authorization Controller at the vehicle and the Station Controlleris maintained as long as the link between the Proximity Transmitter andthe Proximity Receiver exists. In such an embodiment, once the data linkbetween the Fuel Authorization Controller at the vehicle and the StationController is terminated, the pump is disabled (the authorization iscanceled) to prevent the fuel from being dispensed to a non-authorizedvehicle after the authorized vehicle moves away from the pump.

Significantly, the disclosed fuel authorization technique is resistantto spoofing by simply moving a component including the FuelAuthorization Processor that was added to each enrolled vehicle toenable the vehicle to participate in the fuel authorization program andinstalling that component on a non-authorized vehicle, because the addedcomponent does not itself store all the data required to enable fuelauthorization. Instead, the component is configured to retrieve some ofthe required data from a vehicle memory that is not part of thecomponent. Since the non-authorized vehicle will not include the memorystoring the required data, simply moving the component to a differentvehicle will be insufficient to enable the different vehicle toparticipate in the fuel authorization program. In some exemplaryembodiments, the required information that is stored in the memory andnot in the component is a vehicle ID number, such as VIN # (i.e., avehicle identification number). In some exemplary embodiments, therequired information is a password or PIN. In other exemplaryembodiments, the required information includes both a vehicle ID numberor PIN and the Pump ID. The term not readily removable is intended torefer to memory that requires a significant amount of effort to removefrom the vehicle. This aspect of the concepts disclosed herein isintended to deter drivers from attempting to temporarily remove acomponent used in the fuel authorization program and lend that componentto another vehicle, to enable a non-authorized vehicle to receive fuelusing the fuel authorization program. For example, some fuelauthorization programs attempted to deploy radiofrequency (RFID) tags onenrolled vehicles, such that when an RFID tag reader at a fuel pump readan enrolled RFID tag, the pump was enabled. Such a fuel authorizationprogram is easily circumvented by drivers who would temporarily removethe RFID tag (which was generally attached to the windshield of thevehicle) and loan the RFID tag to a non-participating vehicle. Byincluding some data component required to complete the fuelauthorization process in a memory that is not readily removable from thevehicle, it will be much more difficult for drivers to circumvent thefuel authorization program. In an exemplary embodiment, the requireddata is stored in a memory that requires an hour or more of time toremove from the vehicle.

In at least one exemplary embodiment, during the RF communicationbetween Fuel Authorization Controller and the Station Controller, datafrom the vehicle (including but not limited to accumulated mileage,accumulated engine hours, and in some embodiments, a quantity of fuelpresent in the vehicle's fuel tanks) are transferred from the vehicle tothe fuel vendor over the wireless data link. That data can then be usedto audit the vehicle's fuel usage, and to detect fuel fraud that couldoccur if a driver allows authorized fuel to be siphoned or otherwiseremoved from the vehicle, rather than be consumed by that vehicle.Additional data, not related to the fuel authorization program, can alsobe conveyed over the wireless data link between the vehicle and the fuelvendor, if desired.

In other exemplary embodiments discussed below, the ProximityTransmitter is enabled only when an enrolled vehicle (a vehicle equippedwith a Fuel Authorization Controller) is able to establish a wirelessdata link with the Station Controller.

Other aspects of the concepts disclosed herein are directed to a memorymedium that stores machine instructions, which when executed by aprocessor, carries out substantially the same functions described above,and by a system. In such systems, the basic elements include an enrolledvehicle having two different data link components (a Proximity Receiverand a wireless data link component to couple the Fuel AuthorizationController with the Station Controller), the ProximityTransmitter/Proximity Receiver data link being highly directional and/orshort ranged, a computing device programmed to automatically determineif a specific enrolled vehicle is authorized to be refueled, and a fuelisland that includes a Proximity Transmitter (and optionally a motionsensor for detecting the presence of a vehicle in a specific refuellane).

The above noted methods are preferably implemented by at least oneprocessor (such as a computing device implementing machine instructionsto implement the specific functions noted above) or a custom circuit(such as an application specific integrated circuit).

This Summary has been provided to introduce a few concepts in asimplified form that are further described in detail below in theDescription. However, this Summary is not intended to identify key oressential features of the claimed subject matter, nor is it intended tobe used as an aid in determining the scope of the claimed subjectmatter.

DRAWINGS

Various aspects and attendant advantages of one or more exemplaryembodiments and modifications thereto will become more readilyappreciated as the same becomes better understood by reference to thefollowing detailed description, when taken in conjunction with theaccompanying drawings, wherein:

FIG. 1A schematically illustrates a fuel authorization paradigm inaccord with the concepts disclosed herein that relies on a relativelyshort range data link (a proximity data link) between a fuel pump and anenrolled vehicle, and a relatively longer range data link between theenrolled vehicle and a station fuel authorization controller;

FIG. 1B is a logic diagram showing exemplary overall method stepsimplemented in a first exemplary embodiment for implementing a fuelauthorization method;

FIG. 2 schematically illustrates vehicle components and fuel islandcomponents used to implement the method steps of FIG. 1;

FIG. 3 is a functional block diagram of an exemplary telematics deviceadded to an enrolled vehicle to implement some of the method steps ofFIG. 1;

FIG. 4 is a functional block diagram of an exemplary computing devicethat can be employed to implement some of the method steps disclosedherein;

FIG. 5 is a logic diagram showing exemplary overall method stepsimplemented in a second exemplary embodiment for implementing a fuelauthorization method;

FIG. 6 schematically illustrates vehicle components and fuel islandcomponents used to implement the method steps of FIG. 5;

FIG. 7 is a logic diagram showing exemplary overall method stepsimplemented in a third exemplary embodiment for implementing a fuelauthorization method;

FIG. 8 is an exemplary functional block diagram showing the basicfunctional components used to implement a system consistent with one ormore of the methods disclosed herein; and

FIG. 9 is an exemplary functional block diagram showing some of thebasic functional components used to collect fuel use data from avehicle.

DESCRIPTION

Figures and Disclosed Embodiments are not Limiting

Exemplary embodiments are illustrated in referenced Figures of thedrawings. It is intended that the embodiments and Figures disclosedherein are to be considered illustrative rather than restrictive. Nolimitation on the scope of the technology and of the claims that followis to be imputed to the examples shown in the drawings and discussedherein. Further, it should be understood that any feature of oneembodiment disclosed herein can be combined with one or more features ofany other embodiment that is disclosed, unless otherwise indicated.

This specification discloses multiple embodiments of a fuelauthorization system that employs proximity sensors. This system uses aproximity sensing receiver mounted in a vehicle near the fuel filler anda Wakeup Transmitting device mounted on the fuel dispenser. When theproximity sensing receiver on the vehicle moves within a short distanceof the transmitting device on the fuel dispenser they exchangeinformation. That information is then used to make a data connectionusing some other mechanism (cellular, Wi-Fi, private radio, etc.) wherevehicle/driver information can be passed to a server which canauthorize/enable the distribution of fuel.

FIG. 1A and the text below provide an overview of a fuel authorizationsystem that employs proximity sensors. Referring to FIG. 1A:

1: Pump transmitting coupling Sensor is emitting a “WAKEUP” coded signalcontaining the pump designation.

2: Vehicle pulls in and the vehicle coupling receive sensor detects the“WAKEUP” signal and a link is created. The vehicle sensor parses thepump designation from the signal and passes it via hardwire or Bluetoothto vehicle telematics device.

3: The vehicle telematics device transmits the vehicles VIN/ZID (ZIDbeing a unique ID based on the VIN and other data, which may include aS/N of a telematics device installed in the vehicle) and pumpdesignation via WIFI to Station for fuel vendor authorization.

4: Pump fueling authorization sent to turn on the pump.

5: As vehicle moves away from the range of the pump the coupling sensorlink is broken and the vehicle transmits a “disconnect” message viaWi-Fi to the station which resets the pump.

In at least one series of embodiments, the sensor(s) on the fuel pumpand vehicle are just a single chip, and are not configured to pass thatmuch data (i.e., they can only exchange serial numbers). In suchembodiments the system also includes a higher bandwidth data link, suchas Wi-Fi or RF. In at least one embodiment, no data is sent from thevehicle to the fuel pump over the proximity sensor, just data (the PumpID) from the fuel pump to the vehicle.

In at least some embodiments, the pump controller is the endpoint ofwhat the vehicle equipment talks to.

When the proximity sensors on the pump/vehicle get near each other theycommunicate. One is a low-power one (listening, preferably on thevehicle), the other is a relatively high-power one that is alwaystransmitting (or is triggered as discussed below). High-power is arelative term, the Wake Up signal from the fuel pump need not travelbeyond the boundaries of the fuel station, and in at least someembodiments attempts have been made to minimize Wake Up signalpropagation to other fuel lanes (via shielding, directional control,and/or power control).

Detailed Description of Components of FIG. 1A

There are multiple components utilized in this solution;

Fuel Dispenser Mounted Wakeup Transmitter—This component is mounted on afuel dispenser (fuel pump) near where the nozzle is stored.

Fuel Dispenser-Based Data Interface—This component allows for directcommunication between the vehicle and the fuel pump controller. Thiscomponent is optional, and not needed where a Wi-Fi or RF data linkbetween the vehicle and station controller is established.

Vehicle Mounted Proximity Sensing Receiver—This component is mountednear the fuel filler point on the vehicle.

Vehicle Data Bus Interface—This component is used to interface to thevehicles data bus to obtain a VIN from a non-removable memory in thevehicle (this makes the system harder to spoof by moving components froman authorized vehicle to an unauthorized vehicle). Its mounting positionwill vary depending on the vehicle.

Vehicle-Based Data Interface—This component is used to communicate thevehicle and potentially the driver/operator information to the systemwhich authorizes the fuel to be dispensed. This component can be adedicated device or a general purpose device such as a tablet or cellphone depending on how the solution is implemented at the fuel pump.

Use Cases:

Generic Use Case: Vehicle arrives at a fuel pump, the proximity sensingtransmitter is emitting a ‘Wakeup’ signal that will be detected by avehicle that is close enough to the fuel pump. This close proximity willactivate the authorization system.

The vehicle sensing receiver detects the ‘Wakeup’ signal and receivesfrom the fuel pump proximity sensing transmitter an ID that it combineswith the vehicle VIN pulled from the ECU, potentially the driver's ID,as well as other optional data such as engine hours, fuel tank level,position data (latitude/longitude), etc., and sends that information tothe fuel authorization system.

The fuel authorization system evaluates the information it has receivedfrom the vehicle and either authorizes the pump to dispense fuel ordenies the request and sends the denial information back to thedriver/operator.

As the vehicle pulls away from the pump the proximity detecting receiveron the vehicle detects that it has left the range of pump transmittingthe wakeup signal. The vehicle sends a message to the fuel authorizationsystem indicating the vehicle has departed. Upon receiving theinformation that the vehicle has departed the fuel authorization systemwill disable the fuel pump.

Fuel Station/Terminal Using Dedicated Wireless Installation

Components:

Each pump has a proximity transmitting emitter sensor installed nearwhere the pump hose attaches.

The station has multiple Wi-Fi hotspots deployed around the fuel pumpssuch that there are no Wi-Fi dead spots. The Wi-Fi hotspots arededicated to the fueling authorization system. They are configured toaccept connections from devices that are running an application thatallows them to connect and communicate with the fuel authorizationsystem.

The station has a fuel authorization system that allows the near realtime communication between the user/vehicle and a fuel card company orsome other system that can authorize fuel sales.

The vehicle has a proximity sensor installed on the vehicle near thefuel filler point.

The vehicle has a data bus interface device that can extract thenecessary information from the vehicle's engine ECU.

The vehicle driver/operator has a mobile device that is running anapplication which allows it to communicate with the vehicle data businterface (typically via Bluetooth) and the stations dedicated fuelauthorization Wi-Fi hotspots.

Process:

Vehicle pulls up to a fuel pump and positions the vehicle in front ofthe fuel pump such that the vehicle proximity sensor detects the pumpproximity transmitter.

The proximity sensors exchange ID information (or at a minimum, the fuelpump sends a Pump ID to the vehicle over the proximity data link).

The vehicle proximity sensor sends the ID of the pump proximity sensorto the vehicle data bus interface.

The user accesses the mobile device application used for authorizingfuel.

The mobile fuel authorization application connects to the dedicated fuelauthorization Wi-Fi network.

The mobile fuel authorization application gathers user information,extracts the pump proximity sensor ID and the vehicle information fromthe vehicle data bus interface, the vehicle's GPS location, and sendsthat data over the dedicated fuel authorization Wi-Fi network to thefuel authorization company (such as a fuel card company).

The fuel card company determines the user and vehicle are valid andtheir GPS location matches the known location of the fuel pump/station.

The fuel card company approves the sale of fuel on the given pump.

The driver/operator pumps fuel.

The vehicle leaves.

When the vehicle leaves the proximity sensor on the pump detects thevehicle has departed and notifies the fuel pump controller.

If the fuel pump has not been turned off by the driver/operator, thefuel pump controller turns off the fuel pump (thwarting fuel beingpumped into a second vehicle).

Fuel Station/Terminal Using Public Wi-Fi or Cellular Technology

Components:

Each pump has a proximity transmitting sensor installed near where thepump hose attaches.

The station may have public Wi-Fi available and/or has good cell phonecoverage.

The station has a fuel authorization system that allows the near realtime communication between the user/vehicle and a fuel card company orsome other system that can authorize fuel sales.

The vehicle has a proximity receiving sensor installed on the vehiclenear the fuel filler point.

The vehicle has a data bus interface device that can extract thenecessary information from the vehicle's engine ECU.

The vehicle driver/operator has a mobile device that is running anapplication which allows it to communicate with the vehicle data businterface (typically via Bluetooth) and the stations dedicated fuelauthorization Wi-Fi hotspots.

Process

Vehicle pulls up to a fuel pump and positions the vehicle in front ofthe fuel pump such that the pump proximity sensor and the vehicleproximity sensor detect each other.

The proximity sensors exchange ID information.

The vehicle proximity sensor sends the ID of the pump proximity sensorto the vehicle data bus interface.

The user accesses the mobile device application used for authorizingfuel.

The mobile fuel authorization application connects to the fuelauthorization company over the public Wi-Fi network or through thecellular phone network.

The mobile fuel authorization application gathers user information,extracts the pump proximity sensor ID and the vehicle information fromthe vehicle data bus interface, the vehicle's GPS location, and sendsthat data over the existing connection to the fuel authorization company(such as a fuel card company).

The fuel card company determines the user and vehicle are valid andtheir GPS location matches the known location of the fuel pump/station.

The fuel card company approves the sale of fuel on the given pump.

The driver/operator pumps fuel.

The vehicle leaves.

When the vehicle leaves the proximity sensor on the pump detects thevehicle has departed and notifies the fuel pump controller.

If the fuel pump has not been turned off by the driver/operator, thefuel pump controller turns off the fuel pump (thwarting fuel beingpumped into a second vehicle).

In a related embodiment, the pump sensor is logically coupled to a fuelauthorization controller via some other data link than Wi-Fi (in atleast one embodiment, a physical data link). The pump sensor interactswith a vehicle proximity sensor, and the VIN from the vehicle databus/vehicle ECU is sent from the vehicle via a wireless RF data link tothe pump sensor (note in such an embodiment the pump sensor and vehicleproximity sensor are equipped with an RF or IR data link). The pumpsensor communicates with a fuel authorization controller, sending thefuel authorization controller the VIN uniquely identifying the vehicle.The fuel authorization controller checks to see whether the VIN isapproved (much like the way in which conventional fuel authorizationcontrollers determine if credit cards are approved), and the fuelauthorization controller either approves or denies the transaction. Notethat the pump sensor alerts the fuel authorization controller when thepump sensor no longer detects the vehicle proximity sensor, so no fuelwill be dispensed after the vehicle moves away from the fuel pump.

FIG. 1B is a logic diagram showing exemplary overall method stepsimplemented in a first exemplary embodiment for implementing a fuelauthorization method. Note the method of FIG. 1B is consistent with thefuel authorization paradigm described in the Summary of the Invention inwhich a short range transmitter (a Proximity Transmitter) is disposed onthe fuel pump (or on the fuel island near a fuel pump) and broadcasts aPump ID. Each enrolled vehicle will be equipped with a correspondingshort range receiver (a Proximity Receiver) mounted proximate thevehicle fuel tank, so that when the vehicle is positioned close enoughto the fuel pump to receive fuel, the Proximity Receiver can acquire thePump ID from the Proximity Transmitter. Once the Proximity Receiverobtains a Pump ID, the Proximity Receiver communicates the Pump ID to aFuel Authorization Controller at the vehicle. The Fuel AuthorizationController uses a wireless data link (Wi-Fi in an exemplary but notlimiting embodiment) to send a Fuel ID and the Pump ID to a StationController. The Station Controller checks the Fuel ID to determine ifthe fuel delivery is authorized. If so, the Station Controller enablesfuel delivery at the fuel pump corresponding to the Pump ID.

Referring to FIG. 1B, in a block 10, a proximity data link isestablished between a specific fuel pump and a vehicle when the vehiclemoves into an empty fuel lane (i.e., a vehicle moves close enough to afuel pump that a Pump ID broadcast from a Proximity Transmitter at thefuel lane is detected by a Proximity Receiver at the vehicle. In a block12, an RF data link is established between the vehicle and the refuelingstation (between a Fuel Authorization Controller at the vehicle and aStation Controller). In a block 14 the enrolled vehicle provides thePump ID and a unique Fuel ID to the station over the RF data link (notthe proximity data link used to broadcast the Pump ID). In a block 16the station checks the Fuel ID to determine if the fuel delivery isauthorized. If so, the station enables fuel delivery at the fuel pumpcorresponding to the Pump ID in a block 18.

In at least some embodiments encompassed herein, the RF data link isencrypted, such that the data transferred cannot be read without theproper key. Password exchange between the vehicle and the fuel vendor RFcomponents can also be used to prevent RF data links from beingestablished with non-authorized vehicles. The term “fuel vendor” as usedin this context should be understood to refer to the entity operatingthe fuel dispensers, as opposed to a specific location. In at least someembodiments disclosed herein, the fuel vendor employs a single RFcomponent to support fuel authorization transactions across multiplefuel dispensers/fuel lanes at a fuel depot or refueling facility, whilein other embodiments disclosed herein each fuel dispenser/fuel laneparticipating in the refueling authorization program at a fuel depot isequipped with a dedicated RF component, which in some exemplaryembodiments, is a very low powered, short range component, to reducecrosstalk and signal confusion across multiple fuel islands. In aparticularly preferred embodiment, the RF data link is implemented usingWi-Fi.

In block 14, the vehicle uses the RF data link to convey verificationdata (Pump ID and Fuel ID) to the fuel vendor, along with any additionaldata that are desired. Exemplary, but not limiting types of additionaldata (i.e., data beyond that specifically required to enableverification for fuel delivery authorization) include fuel use relateddata (vehicle mileage, engine hours, fuel tank level, idle time data,etc.), operational data (such as fault codes), and driver specific data(driver ID, driver hours for DOT compliance and/or payroll). Any datacollected by the vehicle can be transferred over the RF data link. Datanot required by the fuel vendor can be conveyed to other parties,generally as discussed below.

It should be recognized that the step of block 16 may include multiplecomponents. For example, in at least some of the embodiments disclosedherein, an offsite database may be queried before enabling fuel delivery(much as occurs in the approval of a credit card transaction), and in atleast some other embodiments disclosed herein, the verification data arepassed to a fuel pump controller that handles all fuel dispenserenablement functions (regardless of whether payment is via a credit cardor the fuel authorization program).

In a block 20, the proximity link between the fuel pump/fuel island andthe vehicle is used to determine if the vehicle has moved away from thefuel lane. This can be implemented by having the vehicle continuallyrebroadcast the Pump ID over the RF data link with the station (i.e.,the data link between the Fuel Authorization Controller at the vehicleand the Station Controller, generally as discussed above in the Summaryof the Invention), such that when the Pump ID is no longer included inthe RF transmission between the Fuel Authorization Controller at thevehicle and the Station Controller, the fuel pump is disabled, as shownin a block 22. The termination of the proximity link between the fuelpump/fuel island and the vehicle (i.e., between the ProximityTransmitter at the fuel lane and the Proximity Receiver at the vehicle)indicates the vehicle has moved out of the fuel lane, away from the fuelpump. In a related embodiment, a motion sensor is used to detect thevehicle moving away from the fuel lane, away from the fuel pump, and asignal from the motion sensor is used to disable the fuel pump afterauthorization. Note that so long as the proximity data link is active,or no signal from a motion sensor indicates the vehicle has moved awayfrom the pump, the log of decision block 20 loops back to block 18 andthe fuel dispenser remains enabled.

FIG. 2 schematically illustrates vehicle components and fuel islandcomponents used to implement the method steps of FIG. 1. FIG. 2 depictsa single vehicle entering a single fuel lane (i.e., approaching a singlefuel pump). It should be understood that the concepts disclosed hereinencompass embodiments including a plurality of different vehicles anddifferent fuel lanes/fuel pumps. A fuel pump 30 is equipped with a shortrange transmitter 32 (a Proximity Transmitter), which broadcasts a PumpID (continuously or in response to a trigger event). An enrolled vehicle38 will be equipped with a corresponding short range receiver 42 (aProximity Receiver) mounted proximate a vehicle fuel tank 44, so thatwhen the vehicle is positioned close enough to the fuel pump to receivefuel, the Proximity Receiver can acquire the Pump ID from the ProximityTransmitter.

Please note that the Figure shows receiver 42 on a passenger side of thevehicle (i.e., a right front side), whereas the fuel pump is on thedriver side of the vehicle (i.e., a left side of the vehicle), such thataccording to the Figure the mass of the vehicle is in between theProximity Transmitter and the Proximity Receiver. The Figure shows thatorientation only so the relative position of the receiver is not blocked(i.e., so an exemplary location of the receiver and fuel tank) by themass of the vehicle. In practice, the Proximity Transmitter and theProximity Receiver should be disposed in a facing relationship with onlyan air gap between them to facilitate fuel authorization. In at leastsome embodiments, if the mass of the vehicle is disposed in between theProximity Transmitter and the Proximity Receiver, the short range datalink between the Proximity Transmitter and the Proximity Receiver cannotbe supported, and fuel authorization according to the concepts disclosedherein will not be effective.

Note also that in FIG. 2, that vehicle 38 is not yet properly positionedrelative to pump 30 such that the Proximity Transmitter and theProximity Receiver are disposed in a facing relationship (assuming thereceiver were mounted in the same relative location on the driverside/left hand side of the vehicle). In at least some embodiments, theshort range data link between the Proximity Transmitter and theProximity Receiver will not be supported until the vehicle moves closerto the pump, such that the Proximity Receiver is adjacent to theProximity Transmitter (transmitter 32), generally as indicated by areceiver 42 a.

Vehicle 38 is further equipped with a fuel authorization controller 40,which is logically coupled to receiver 42. In general the logicalconnection will be physical, but wireless connections can be implementedif desired. In at least some embodiments, fuel authorization controller40 is implemented using a telematics device including a position sensingcomponent and a wireless data link component. If the componentimplementing fuel authorization controller 40 does not include awireless data link component, then fuel authorization controller 40 willneed to be logically coupled to a wireless data link so that fuelauthorization controller 40 can provide the Pump ID obtained over theshort range data link (Proximity Transmitter to the Proximity Receiver)to a station controller 34 via station wireless data link 36. In anexemplary but not limiting embodiment station wireless data link 36 is aWi-Fi network. In another exemplary but not limiting embodiment stationwireless data link 36 is a short range radio network (but longer rangedthan the proximity connection between the Proximity Transmitter and theProximity Receiver. Significantly, vehicle fuel authorization controller40 adds additional fuel authorization credentials (the Fuel ID) to thePump ID, so that the authorization process executed by stationcontroller 34 involves more than simply determining which fuel pump toenable. In yet another exemplary but not limiting embodiment stationwireless data link 36 is a cellular phone network.

In at least one exemplary embodiment, vehicle fuel authorizationcontroller 40 includes a vehicle ID (an exemplary vehicle ID including aVIN) from a non-removable vehicle memory. In such an embodiment, thefuel authorization paradigm is designed so that the Fuel ID (includingthe VIN) is not simply stored in a removable computing device (such asthe telematics device of FIG. 3, discussed below), but rather in amemory that is inconvenient to remove from the vehicle. In that manner,simply moving such a removable computing device to a non-authorizedvehicle will not enable the non-authorized vehicle to obtain fuel. Thatwill make it more difficult for someone to spoof the system bypurchasing a relatively inexpensive Proximity Receiver, adding thatProximity Receiver to a non-authorized vehicle, and then moving a deviceincluding the vehicle fuel authorization controller 40 to thenon-authorized vehicle. Requiring the vehicle fuel authorizationcontroller 40 to obtain the VIN from a non-removable memory in thevehicle makes the fuel authorization system more secure.

In at least one additional exemplary embodiment, vehicle fuelauthorization controller 40 prompts a driver to input a driver PIN(which comprises the Fuel ID) into a data input device logically coupledto the vehicle fuel authorization controller 40, so vehicle fuelauthorization controller 40 adds the driver PIN to the Pump ID beforesending that combined data to the station controller over the wirelessdata ink as discussed above. The driver PIN version is somewhat lesssecure than the VIN version noted above, as the PIN version could bespoofed if a relatively inexpensive Proximity Receiver was added to anon-authorized vehicle, and the device including the vehicle fuelauthorization controller 40 was moved to the non-authorized vehicle, andthe driver input his PIN while the vehicle fuel authorization controller40 was in the non-authorized vehicle. Even though subject to somespoofing risk, this version is still more secure than simply giving adriver a fuel card. If the proximity data link between the ProximityTransmitter and the Proximity Receiver is encrypted, then to properlyspoof the PIN version the person trying to spoof the system not onlyneeds to acquire a compatible Proximity Receiver, but the encryptionprotocol as well.

Referring once again to station controller 34, once the StationController has obtained a fuel authorization request including the FuelID (VIN or PIN version) and a PUMP ID, the Station Controller reviews alocal databases or queries a remote data base to determine if the FuelID is currently approved. If so, the Station Controller enables fueldelivery at fuel pump 30. Note that the station controller can beimplemented by a single computing device or networked devices. Thestation controller can include, or be logically coupled to, a pumpcontroller system that also manages credit and debit transactions.

FIG. 3 is a functional block diagram of an exemplary telematics deviceadded to an enrolled vehicle to implement some of the method steps ofFIG. 1B. An exemplary telematics unit 160 includes a controller 162, awireless data link component 164, a memory 166 in which data and machineinstructions used by controller 162 are stored (again, it will beunderstood that a hardware rather than software-based controller can beimplemented, if desired), a position sensing component 170 (such as aGPS receiver), and a data input component 168 configured to extractvehicle data from the vehicle's data bus and/or the vehicle's onboardcontroller. Other telematics devices can be employed, so long as thetelematics device can acquire the Pump ID from the Proximity Receiverwhen the vehicle is in range of the Pump Transmitter.

The benefit of the telematics unit based embodiments of FIG. 3 is thatmore and more fleet vehicles employ telematics units with wireless datatransfer capability, so that many of the components used for thisembodiment have already received market acceptance. Of course, thetelematics unit needs to include, or be logically coupled to, a wirelessdata link component compatible with that employed by the refuelingstation (i.e., wireless data link 36 of FIG. 2).

Referring to FIG. 3, telematics unit 160 has capabilities exceedingthose required for participating in a fuel authorization program. Theadditional capabilities of telematics unit 160 are particularly usefulto fleet operators. Telematics unit 160 is configured to collectposition data from the vehicle (to enable vehicle owners to track thecurrent location of their vehicles, and where they have been) and tocollect vehicle operational data (including but not limited to enginetemperature, coolant temperature, engine speed, vehicle speed, brakeuse, idle time, and fault codes), and to use the RF component towirelessly convey such data to vehicle owners. These data transmissionscan occur at regular intervals, in response to a request for data, or inreal-time, or be initiated based on parameters related to the vehicle'sspeed and/or change in location. The term “real-time” as used herein isnot intended to imply the data are transmitted instantaneously, sincethe data may instead be collected over a relatively short period of time(e.g., over a period of seconds or minutes), and transmitted to theremote computing device on an ongoing or intermittent basis, as opposedto storing the data at the vehicle for an extended period of time (houror days), and transmitting an extended data set to the remote computingdevice after the data set has been collected. Data collected bytelematics unit 160 can be conveyed to the vehicle owner using RFcomponent 164.

In at least one embodiment, encryption keys or passwords required by thefuel authorization program are stored in memory 166, and are accessedduring one or more of the fuel authorization methods discussed above. Toprevent parties from stealing telematics unit 160 and installing theunit on a non-authorized vehicle and attempting to use the stolentelematics unit to acquire fuel from the fuel authorization program, inat least one exemplary embodiment, the passwords/encryption keysrequired for authorized refueling are changed from time-to-time. Thus,the stolen telematics unit can only be used to access the fuelauthorization program for a limited time. Note that an even more securesystem can be achieved by storing the encryption keys or passwords notin memory 166, but in some other memory that is not easily removed fromthe vehicle, such that moving telematics unit 160 from the enrolledvehicle to a non-authorized vehicle will not enable the non-authorizedvehicle to participate in the fuel authorization program, because therequired passwords/encryption keys are not available in thenon-authorized vehicle. In at least one further embodiment, thetelematics unit is configured to acquire the VIN or other ID numberneeded to participate in the fuel authorization program from a memory inthe vehicle that is not part of the telematics unit. In such anembodiment, if a telematics unit is stolen and installed on a vehiclenot enrolled in the fuel authorization program, when the stolentelematics unit acquires the new vehicle's VIN as part of the fuelauthorization methods discussed above, that vehicle would not be allowedto refuel under the authorization program, because the new vehicle's VINwould not be recognized as corresponding to an enrolled vehicle. In atleast one embodiment, each telematics unit has a unique serial number,and the fuel authorization program can check the vehicle ID number andthe telematics ID number to determine if they are matched in thedatabase before enabling fuel to be acquired under the fuelauthorization program, to prevent stolen telematics units, or telematicsunits moved without authorization, to be used to acquire fuel.

In a similar embodiment, telematics unit 160 is configured to receiveupdated passwords/encryption keys via RF component 164, but suchpasswords/keys are not stored in the telematics unit (or a separatememory in the vehicle) unless the telematics unit acquires a VIN or IDnumber (from a memory on the vehicle that is not part of the telematicsunit) that matches an ID conveyed along with the updated encryptionkey/password. This approach prevents stolen telematics units fromacquiring updated passwords or encryption keys.

Steps in the methods disclosed herein can be implemented by a processor(such as a computing device implementing machine instructions toimplement the specific functions noted above) or a custom circuit (suchas an application specific integrated circuit). FIG. 4 schematicallyillustrates an exemplary computing system 250 suitable for use inimplementing certain steps in the methods of FIGS. 1B, 5, and 7 (i.e.,for executing one or more of blocks 14, 16, 20, and 22, of FIG. 1B, oneor more of blocks 10 a, 12 a, 14 a, 16 a, 18 a, and 20 a of FIG. 5, oneor more of blocks 10 b, 12 b, 14 b, 16 b, 18 b, 20 b, 22 b, 24 b, and 26b of FIG. 7). It should be recognized that different ones of the methodsteps disclosed herein can be implemented by different processors (i.e.,implementation of different ones of the method steps can be distributedamong a plurality of different processors, different types ofprocessors, and processors disposed in different locations). Exemplarycomputing system 250 includes a processing unit 254 that is functionallycoupled to an input device 252 and to an output device 262, e.g., adisplay (which can be used to output a result to a user, although such aresult can also be stored for later review or analysis). Processing unit254 comprises, for example, a central processing unit (CPU) 258 thatexecutes machine instructions for carrying out at least some of thevarious method steps disclosed herein, such as establishing, processing,or responding to RF or IR signals. The machine instructions implementfunctions generally consistent with those described above (and can alsobe used to implement method steps in exemplary methods disclosedhereafter). CPUs suitable for this purpose are available, for example,from Intel Corporation, AMD Corporation, Motorola Corporation, and othersources, as will be well known to those of ordinary skill in this art.

Also included in processing unit 254 are a random access memory (RAM)256 and non-volatile memory 260, which can include read only memory(ROM) and may include some form of memory storage, such as a hard drive,optical disk (and drive), etc. These memory devices are bi-directionallycoupled to CPU 258. Such storage devices are well known in the art.Machine instructions and data are temporarily loaded into RAM 256 fromnon-volatile memory 260. Also stored in the non-volatile memory may bean operating system software and other software. While not separatelyshown, it will be understood that a generally conventional power supplywill be included to provide electrical power at voltage and currentlevels appropriate to energize computing system 250.

Input device 252 can be any device or mechanism that facilitates userinput into the operating environment, including, but not limited to, oneor more of a mouse or other pointing device, a keyboard, a microphone, amodem, or other input device. In general, the input device might be usedto initially configure computing system 250, to achieve the desiredprocessing (i.e., to combine a Fuel ID with a Pump ID, or to determineif a particular Fuel ID is valid). Configuration of computing system 250to achieve the desired processing includes the steps of loadingappropriate processing software into non-volatile memory 260, andlaunching the processing application (e.g., loading the processingsoftware into RAM 256 for execution by the CPU) so that the processingapplication is ready for use. Output device 262 generally includes anydevice that produces output information, but will typically comprise amonitor or display designed for human visual perception of output. Useof a conventional computer keyboard for input device 252 and a computermonitor for output device 262 should be considered as exemplary, ratherthan as limiting on the scope of this system. Data link 264 isconfigured to enable data collected in connection with operation of afuel authorization program to be input into computing system 250. Thoseof ordinary skill in the art will readily recognize that many types ofdata links can be implemented, including, but not limited to, universalserial bus (USB) ports, parallel ports, serial ports, inputs configuredto couple with portable memory storage devices, FireWire ports, infrareddata ports, wireless data communication such as Wi-Fi and Bluetooth™,network connections via Ethernet ports, and other connections thatemploy the Internet. Note that data from the enrolled vehicles willtypically be communicated wirelessly (although it is contemplated thatin some cases, data may alternatively be downloaded via a wireconnection).

It should be understood that the term “computer” and the term “computingdevice” are intended to encompass networked computers, including serversand client device, coupled in private local or wide area networks, orcommunicating over the Internet or other such network. The data requiredto implement fuel authorization transactions can be stored by oneelement in such a network, retrieved for review by another element inthe network, and analyzed by any of the same or yet another element inthe network. Again, while implementation of the method noted above hasbeen discussed in terms of execution of machine instructions by aprocessor (i.e., the computing device implementing machine instructionsto carry out the specific functions noted above), at least some of themethod steps disclosed herein could also be implemented using a customcircuit (such as an application specific integrated circuit).

FIG. 5 is a logic diagram showing exemplary overall method stepsimplemented in a second exemplary embodiment for implementing a fuelauthorization method, in which the fuel pump, instead of continuouslybroadcasting the Pump ID, only broadcasts the Pump ID when a sensor nearthe fuel pump indicates a vehicle is approaching or is proximate thefuel pump.

Referring to FIG. 5, in a block 10 a, a fuel pump processor 10 a at thefuel pump (or disposed remotely from the fuel pump, but logicallycoupled to a sensor by the pump and a proximity transmitter at the pump)determines whether data from a sensor by the pump has detected avehicle. Exemplary sensors include weight sensors, and motion sensors.Some motion sensors detect changes in temperature; while other motionsensors are based on detecting a change in a distance between the sensorand a reflective surface (ultrasonic sensors can be used for thisfunction). The latter type of motion sensors are sometimes referred toas range finders.

Once a sensor detects a vehicle near the fuel pump, the ProximityTransmitter at the pump is activated to broadcast the Pump ID in a block12 a, generally as discussed above. Note that the Proximity Transmitteris intended to establish a proximity data link (i.e., a relatively shortrange data link, sufficient to couple to a corresponding ProximityReceiver at a vehicle positioned to receive fuel from that fuel pump,but not with other Proximity Receivers at vehicles positioned to receivefuel other fuel pump.

In a block 14 a, an RF data link is established between the vehicle andthe refueling station (i.e., between a Fuel Authorization Controller atthe vehicle and a Station Controller). The Fuel Authorization Controllerat the vehicle combines the vehicle VIN (and any other info needed todefine a Fuel ID) and the Pump ID, and sends that data to the StationController over the RF data link. In at least some embodiments, the FuelAuthorization Controller acquires the VIN from a vehicle databus, ratherthan from a memory component that is relatively easy to remove from thevehicle. In a block 16 a the Station Controller checks the Fuel ID todetermine if the fuel delivery is authorized. If so, the StationController (i.e., the Fuel Station Processor of FIG. 5) sends anauthorization command (including the Pump ID) to a fuel pump controllerin a block 18 a. In a block 20 a, the fuel pump controller enables fueldelivery at the fuel pump identified in the Pump ID.

In at least some embodiments encompassed herein, the RF data link ofblock 14 a is encrypted, such that the data transferred cannot be readwithout the proper key. Password exchange between the vehicle and thefuel vendor RF components can also be used to prevent RF data links frombeing established with non-authorized vehicles. The term “fuel vendor”as used in this context should be understood to refer to the entityoperating the fuel dispensers, as opposed to a specific location. In atleast some embodiments disclosed herein, the fuel vendor employs asingle RF component to support fuel authorization transactions acrossmultiple fuel dispensers/fuel lanes at a fuel depot or refuelingfacility, while in other embodiments disclosed herein each fueldispenser/fuel lane participating in the refueling authorization programat a fuel depot is equipped with a dedicated RF component, which in someexemplary embodiments, is a very low powered, short range component, toreduce crosstalk and signal confusion across multiple fuel islands. In aparticularly preferred embodiment, the RF data link is implemented usingWi-Fi.

In some embodiments, additional data is communicated between the vehicleand station in block 14 a, via the RF data link. Exemplary, but notlimiting types of additional data (i.e., data beyond that specificallyrequired to enable verification for fuel delivery authorization) includefuel use related data (vehicle mileage, engine hours, fuel tank level,idle time data, etc.), operational data (such as fault codes), anddriver specific data (driver ID, driver hours for DOT compliance and/orpayroll). Any data collected by the vehicle can be transferred over theRF data link. Data not required by the fuel vendor can be conveyed toother parties.

FIG. 6 schematically illustrates vehicle components and fuel islandcomponents used to implement the method steps of FIG. 5. A fuel islandparticipating in the fuel authorization program may include a canopy 90(or other support) to which a motion detector 88 is coupled, as well asa fuel pump 75 (the fuel dispenser) upon which a proximity transmitter86 is disposed. Not specifically shown are the station RF data link orthe station processor components (but those elements are shown in FIG.2, reference numerals 36 and 34, respectively). It should be recognizedthat the canopy is not required, and the motion sensor could be disposedin a different location, so long as vehicle motion proximate the fueldispenser can be detected. As enrolled vehicle 74 enters the fuel lane,motion detector 88 detects the vehicle. The Pump ID is then broadcastacross a proximity data link by proximity transmitter 86, generally asdiscussed above. The pump ID is received by a proximity receiver 84,when the vehicle is positioned to receive fuel and the proximitytransmitter and proximity receiver are generally aligned and disposed ina facing relationship to enable the proximity data link. It should berecognized that the relative locations of the proximity transmitter andproximity receiver shown in FIG. 6 are exemplary, and not limiting. Allthat is required is that the proximity transmitter and proximityreceiver be sufficiently close to another, and properly positioned toestablish the proximity data link when the vehicle is properlypositioned to receive fuel.

Some types of motion detectors function by sending out an ultrasonicpulse, and receiving a reflected pulse, to determine a distance betweenthe sensor and the reflective surface. In FIG. 6, a distance 85 arepresents a distance that will be detected by the sensor when novehicle is present and the signal from the sensor is being reflected bythe ground under the canopy. A distance 85 b represents a distance thatwill be detected by the sensor when a vehicle is present and the signalfrom the sensor is being reflected by the cab of the vehicle. The sensorwill generally be able to distinguish between distances 85 a and 85 b,for a variety of different vehicle sizes. In various embodiments, thefuel island processor can use data from the motion sensor to control thefuel authorization process. In one exemplary embodiment, the fuel islandcontroller is configured to ignore fuel authorization requests if themotion sensor reports a distance that does not meet a predefined minimum(this would prevent fuel authorizations for smaller vehicles, such ascars, that might have been equipped with components to attempt to spoofthe fuel authorization system). In another exemplary embodiment, thefuel island controller is configured to keep the pump enabled so long asthe motion sensor reports a distance that ranges between a predefinedminimum and a predefined maximum, which generally correspond with thedimensions of vehicles enrolled in the fuel authorization program (suchas commercial trucks, including but not limited to tractor/trailercombinations). This enables drivers to move their vehicle relative tothe fuel island after the proximity data link has been established, tomake sure the vehicle's fuel tanks are properly positioned relative tothe fuel dispenser (which may not always be the case when the proximityreceiver and transmitter are aligned, depending on the relative positionand number of the vehicle's fuel tanks).

In another exemplary embodiment, distance 85 a is generally about 200inches, and the fuel island controller is configured to assume that anyreading between about 174 inches and about 200 inches indicates that thefuel lane is empty. Reefers (refrigerated trailers) generally are about162 inches or taller. Non-refrigerated trailers and tractor cabs aregenerally less than about 162 inches in height. Based on thosedistances, in a related exemplary embodiment the fuel island controller(or a non-local controller analyzing data from the range finder/motionsensor at the fuel island) is configured to assume that when distance 85b ranges from about 0 to less than about 38 inches, that a reefertrailer is underneath the sensor (the sensor is 200 inches from theground, and a reefer trailer is greater than about 162 inches inheight). Similarly, the fuel island controller is configured to assumethat when distance 85 b ranges from about 39 inches to about 173 inchesa non-reefer trailer or cab (or some other type of vehicle) isunderneath the sensor. Thus, the processor can be configured todetermine when a reefer trailer is positioned beneath the sensor. Thecontroller can then be configured to assume that fuel delivered when areefer trailer is positioned below the sensor is fuel to be used for thereefer trailer, and not for the power unit (i.e., for the tractorpulling the trailer). In at least one embodiment, the fuel islandcontroller is configured to apportion fuel as follows. When the distancebetween the sensor ranges from about 39 inches to about 173 inches, andfuel delivery is enabled, that fuel is allocated to over the road use.If the sensor detects that the vehicle being fueled is repositioned, andthe distance between the sensor and the vehicle now ranges from about 0inches to less than about 38 inches (i.e., the sensor detects that thedistance between the sensor and the vehicle has decreased), then anyfuel delivered subsequently is assumed to be fuel for a reefer trailer,and not for over the road use (thus, the second portion of fuel can betaxed at a different rate). The decrease in distance between the sensorand the vehicle is because the fuel tanks for the over the road use arepart of the power unit (i.e., the tractor), while the fuel tanks for areefer are near a midpoint or rear of the reefer trailer, thus thevehicle needs to be moved to allow the fuel dispenser to reach thereefer fuel tanks.

In one or more of the embodiments disclosed herein, the fuel islandprocessor (whether actually located at the fuel island or elsewhere) canbe configured so that the fuel dispenser is disabled whenever the sensordetects distance 85 a, indicating that the vehicle has exited the fuellane (see FIG. 7, step 24 b).

FIG. 7 is a logic diagram showing exemplary overall method stepsimplemented in a third exemplary embodiment for implementing a fuelauthorization method. Referring to FIG. 7, in a block 10 b, a ProximityTransmitter at a fuel pump broadcasts a wake up signal, eithercontinuously (whenever the pump is available for fueling) or in responseto a trigger event. The function of the wake up signal is to “wake up” afuel authorization processor in an enrolled vehicle, so the fuelauthorization processor in the enrolled vehicle sends a fuelauthorization request over wireless data link to a fuel stationauthorization processor that can authorize fueling. In this fuelauthorization paradigm, the fuel authorization processor in an enrolledvehicle will only broadcast a fuel authorization request after receivinga wake up signal. The wake up signal includes a Pump ID that can be usedto specifically identify the particular pump emitting that wake upsignal (i.e., the wake up signal from each pump is unique).

In various exemplary embodiments the wake up signal is only transmittedfrom the fuel pump after a trigger event. In at least one exemplaryembodiment, the trigger event is the detection of a vehicle near thefuel pump by a sensor. The sensor can include one or more of a motionsensor and a pressure sensor (which detects the weight of the vehicle,the pressure sensor being disposed in the ground near the fuel pump).

In at least one exemplary embodiment, the trigger event is the detectionof an enrolled vehicle approaching the refueling station. Such detectioncan be achieved in many different ways. For example, the vehicle caninclude a position sensing component that regularly reports its positionto a remote server. That remote server can be coupled in logicalcommunication, via one or more networks, with a fuel stationauthorization processor. As an enrolled vehicle approaches the fuelstation, the fuel station authorization processor can send a signal toeach fuel pump to emit a wake up signal. The trigger can be configuredso that the fuel pumps each emit a wake up signal when an enrolledvehicle is within 1000 feet of the fuel station, recognizing that such adistance is exemplary, rather than limiting. In general, the distanceshould be small enough such that the wake up signal is not triggered ifthe vehicle is simply passing by the fuel station along a nearbyarterial or highway.

In at least one exemplary embodiment, the detection of an enrolledvehicle approaching the refueling station is achieved when a wirelessdata link, such as a Wi-Fi connection, is established between anenrolled vehicle and a wireless data link/wireless network operated bythe fueling station. The enrolled vehicle will be equipped with awireless network component configured to automatically log onto wirelessnetworks operated by fueling stations participating in the fuelauthorization program. Once an enrolled vehicle logs onto such anetwork, the fuel station authorization processor can send a signal toeach fuel pump to emit a wake up signal.

Referring once again to FIG. 7, in a block 12 b a wake up receiver on anenrolled vehicle receives a wake up signal emitted by a wake up signaltransmitter at a fuel pump; when the enrolled vehicle is positionedclose enough to that fuel pump to receive fuel.

In a block 14 b the wake up signal in the vehicle sends the Pump ID inthe wake up signal to a fuel authorization processor in the vehicle. Ina block 16 b the fuel authorization processor in the vehicle retrievescredentials that can be used to authorize a fueling transaction.Generally as discussed above, the credentials can include a VIN and/or aPIN. If the VIN is used, in exemplary but not limiting embodiments theVIN is acquired from a vehicle data bus, as opposed to a non-transitorymemory in a component that can be easily removable from the vehicle(such as a removable mobile computing device). In a block 18 b, the fuelauthorization processor in the vehicle combines the credentials and thePump ID into a fuel authorization request that is communicated over awireless data link to the station fuel authorization controller. In ablock 20 b the station fuel authorization controller checks the vehiclecredentials (the VIN or PIN in selected embodiments), and if thetransaction is approved the pump identified by the Pump ID is enabled ina block 22 b.

In a decision block 24 b, the station fuel authorization controllerdetermines if the vehicle has moved away from the pump. If the vehicleis still present, the logic loops back to block 22 b, and the fuel pumpremains enabled. If the vehicle moves away from the fuel pump, the fuelpump is disabled in a block 26 b. The step of decision block 24 b can beimplemented in several manners (noting that combinations andpermutations of the following can be implemented. The vehicle can bedetected moving away from the pump using a motion sensor at the fuelpump. The vehicle can be detected moving away from the pump using apressure sensor at the fuel pump. The vehicle can be detected movingaway from the pump because a connection between the wake up transmitterat the pump and the wake up receiver at the vehicle is broken (this canbe detected when the fuel authorization processor at the vehicle stopsemitting the Pump ID). The vehicle can be detected moving away from thepump by a processor at the vehicle communicating movement of the vehicleto the station fuel authorization controller over the wireless data linkused by the vehicle to communicate the fuel authorization credentialsand the pump ID (see block 18 b).

FIG. 8 is an exemplary functional block diagram showing the basicfunctional components used to implement a system consistent with one ormore of the methods disclosed herein. Shown in FIG. 8 are an enrolledvehicle 40 and a refueling facility 54. Vehicle 40 includes a vehiclecontroller 42 implementing functions generally consistent with thevehicle functions discussed above in connection with FIGS. 1B, 5, and/or7 (noting that if desired, such functions could be implemented usingmore than a single controller, such functions generally being discussedabove in the context of a vehicle fuel authorization controller or avehicle fuel authorization processor), a Proximity Receiver component44, an RF data link component 46 (i.e., an RF transmitter and an RFreceiver, implemented as a single component or a plurality of separatecomponents), and a memory 48 in which vehicle ID data (and/or fuelauthorization verification data) are stored (noting that in someexemplary embodiments, the memory in which such data are stored is notpart of a required fuel authorization component, such as a telematicsunit, that is added to enrolled vehicles, such that removal of the addedcomponent alone is insufficient to enable the removed component to beused in a non-authorized vehicle to participate in the fuelauthorization program), each such component being logically coupled tocontroller 42. Vehicle 40 may also include an optional input/outputdevice 52 that can be used to provide feedback or instructions relevantto the fuel authorization program to the vehicle operator (and/orreceive an input from a driver, such as a PIN), and fuel use datagenerating components 50 (i.e., components that collect data that can beused to calculate an amount of fuel used by the vehicle). Each optionalcomponent is logically coupled to the vehicle controller.

Refueling facility 54 includes a fuel depot controller 56 implementingfunctions generally consistent with fuel vendor functions discussedabove in connection with one or more of FIGS. 1B, 5 and 7 2B (notingthat if desired, such functions could be implemented using more than asingle controller; such functions generally being discussed above in thecontext of a station fuel authorization controller or a station fuelauthorization processor) and an RF data link component 58 (i.e., an RFtransmitter and an RF receiver, implemented as a single component or aplurality of separate components) logically coupled to controller 56.Refueling facility 54 will likely include a plurality of fuel lanes,including at least one fuel lane 59. Each fuel lane participating in thefuel authorization program includes a Proximity Transmitter component 60disposed at the fuel pump, and if desired an option vehicle detectingsensor 64, each of which is logically coupled to controller 56. Notethat controller 56 and RF component 58 of refueling facility 54 areintended to support a plurality of different fuel lanes participating inthe fuel authorization program. As discussed below, the conceptsdisclosed herein also encompass embodiments where each participatingfuel lane includes its own RF component and processor component.

To recap the functions implemented by the various components in theenrolled vehicle and the refueling facility in the exemplary fuelauthorization method of FIGS. 1B, 5, and/or 7, as the enrolled vehicleenters a fuel lane participating in the fuel authorization program,sensor 64 (if equipped) detects the vehicle, and Proximity Transmittercomponent 60 broadcasts a Pump ID, which is detected by ProximityReceiver component 44 when an enrolled vehicle is positioned next to thepump at a location that will allow fuel delivery once the pump isenabled. The Proximity Receiver component 44 sends the Pump ID tovehicle controller 42, which adds the ID data from memory 48 to the PumpID and that information is conveyed to fuel depot controller 56 using RFdata link 46. In some embodiments, passwords or encryption keys are alsostored in memory 48 and are used to confirm that the vehicle is enrolledin the fuel authorization program. Once the enrolled vehicle's status inthe fuel authorization program is confirmed, fuel depot controller 56enables the pump defined in the Pump ID provided by ProximityTransmitter component 60 (so long as sensor 64 indicates that theenrolled vehicle has not exited the fuel lane). It should be noted thatif controller 56 and RF component 58 are used to support a plurality ofdifferent fuel islands participating in the fuel authorization program,then RF component 58 will need to have sufficient range, power, andbandwidth to support simultaneous operations with a plurality of fuelislands. In some embodiments, RF Component 58 is a Wi-Fi network.

As noted above, in at least some embodiments, controller 42 also usesthe RF data link between the vehicle and the refueling facility totransfer data other than that needed to verify that the enrolled vehicleis authorized to participate in the fuel authorization program. Thisadditional data can include without any implied limitation: fault codedata, vehicle performance and/or fuel efficiency and consumption data,and driver data (such as driver ID and the driver's accumulated hoursfor compliance and payroll). A potentially useful type of additionaldata will be fuel use data collected by components 50 (see FIG. 9).

FIG. 9 is a functional block diagram showing some exemplary componentsused to collect fuel use data, including a fuel tank level sensor 50 a(indicating how much fuel is stored in the vehicle's fuel tanks beforerefueling), fuel injectors sensors 50 b (configured to determine howmuch fuel has passed through the engine fuel injectors, indicating howmuch fuel has been consumed by the vehicle), an engine hour meter 50 c(configured to determine how many hours the vehicle's engine has beenoperated, which can be used in addition to or in place of the fuelinjector data to determine how much fuel the vehicle has consumed), andan odometer 50 d (configured to determine how many miles or kilometersthe vehicle has traveled, which can be used in addition to or in placeof the fuel injector data (or engine hour data) to determine how muchfuel the vehicle has consumed).

At least some of the concepts discussed above generally address twosignificant concerns. First, the fuel vendor needs to unambiguously knowwhat fuel dispenser should be enabled for which participating vehicle.The use of RF data transmission alone between the fuel vendor and theparticipating vehicle is not optimal, because RF transmissions can bereflected, and it is potentially possible that relying on RFtransmissions alone could result in the fuel vendor enabling a firstfuel dispenser when the participating vehicle is actually proximate asecond fuel dispenser. Some of the concepts discussed herein addressthis issue by using a proximity data link interaction between thevehicle and a specific fuel lane, so that enablement of the appropriatefuel dispenser is more certain.

A second concern is preventing non-authorized vehicles fromparticipating in the fuel authorization program by removing a relativelyeasy to remove component from an enrolled vehicle, and temporarily (orpermanently) installing that component on the non-authorized vehicle.Some of the concepts discussed herein address this issue by requiringthe vehicle that wishes to acquire fuel to include one or morecomponents needed for the authorization process, but such components donot themselves store all the data required for authorization. Instead,such components are configured to acquire the data (in response to afuel vendor request for the data) from a memory in the vehicle that isnot readily removable, thus deterring drivers from temporarily removinga required authorization component and loaning it to another vehicle.Other ones of the concepts discussed herein address this issue by usingpasswords and/or encryption keys that are regularly updated, so that astolen vehicle component required to participate in the fuelauthorization program will only be useful for a limited period of time(i.e., until the password/encryption key is changed).

Certain of the method steps described above can be implementedautomatically. It should therefore be understood that the conceptsdisclosed herein can also be implemented by a controller, and by anautomated system for implementing the steps of the method discussedabove. In such a system, the basic elements include an enrolled vehiclehaving components required to facilitate the authorization process, anda fuel vendor whose fuel lanes/fuel dispensers include components thatare required to facilitate the authorization process as discussed above.It should be recognized that these basic elements can be combined inmany different configurations to achieve the exemplary conceptsdiscussed above. Thus, the details provided herein are intended to beexemplary, and not limiting on the scope of the concepts disclosedherein.

It should be recognized that the terms processor and controller are usedinterchangeably herein.

It should be recognized that the methods of FIGS. 1B, 5, and 7 can bemodified such that no connection to a vehicle data bus is required (or anon-removable vehicle memory). This eliminates a hurdle to spoofing thefuel authorization systems disclosed herein, but the proximity receiveris still required, and will present a barrier to making it very simpleto spoof the system, as the proximity receiver needs to be compatiblewith the proximity transmitters, and such components are not reallyeasily obtained by a consumer without a specific background inelectronic components.

It should be recognized that in some embodiments, the proximitytransmitter at the pump can actually detect the presence of theproximity receiver on the vehicle, so that the pump ID is only broadcastwhen a proximity receiver is detected.

In at least one embodiment, the fuel vendor detects a vehicleapproaching a fuel pump when the vehicle logs onto a network (such as aWi-Fi network) at the fuel location. The fuel vendor can then activateall of the pumps equipped with proximity sensors to begin broadcastingPump IDs.

In at least one embodiment, the fuel pump proximity transmitter isprogrammed to broadcast continuously broadcast the Pump ID. The vehiclebased fuel authorization processor component is then programmed to use awireless data link to rebroadcast the Pump ID to the station fuelauthorization processor component so long as the pump ID transmitted bythe proximity transmitter component at the pump is received by theproximity receiver component at the vehicle. The fuel vendor can disablethe fuel pump when the pump ID is no longer being rebroadcast by thevehicle (the proximity link will be broken when the vehicle moves awayfrom the pump, and the vehicle will no longer be rebroadcasting the PumpID at that time).

In a related embodiment the vehicle fuel authorization processorcomponent is programmed to automatically sending a termination to thestation fuel authorization processor component over the station wirelessdata link when the when the vehicle leaves the pump (based on detectingvehicle ignition, gear selection, a minimum RPM associated with motion,a minimum speed, a change in position data, or sdate from a vehicle databus indicating motion). The fuel vendor can then automatically disablethe fuel pump when the termination signal is received by the stationfuel authorization processor component.

Non-Transitory Memory Medium

Many of the concepts disclosed herein are implemented using a processorthat executes a sequence of logical steps using machine instructionsstored on a physical or non-transitory memory medium. It should beunderstood that where the specification and claims of this documentrefer to a memory medium, that reference is intended to be directed to anon-transitory memory medium. Such sequences can also be implemented byphysical logical electrical circuits specifically configured toimplement those logical steps (such circuits encompass applicationspecific integrated circuits).

Although the concepts disclosed herein have been described in connectionwith the preferred form of practicing them and modifications thereto,those of ordinary skill in the art will understand that many othermodifications can be made thereto within the scope of the claims thatfollow. Accordingly, it is not intended that the scope of these conceptsin any way be limited by the above description, but instead bedetermined entirely by reference to the claims that follow.

The invention in which an exclusive right is claimed is defined by thefollowing:
 1. A method for administering a fuel authorization program,the method comprising the steps of: (a) automatically detecting avehicle approaching a fuel station including a plurality of differentfuel pumps; (b) automatically transmitting a fuel pump identifier (ID)from a proximity transmitter component disposed at each of the pluralityof fuel pumps, such that each one of the plurality of fuel pumpstransmits a unique ID, in response to detecting the approaching vehicle,such that each fuel pump ID is not continuously being broadcasted, butis only broadcast in response to detecting the approaching vehicle; (c)receiving the fuel pump ID of the fuel pump the vehicle is adjacent tousing a proximity receiver component disposed at the vehicle proximateto a fueling port for receiving fuel, the vehicle receiver proximitycomponent being logically coupled to a vehicle based fuel authorizationprocessor component; (d) automatically conveying the fuel pump IDreceived by the proximity receiver component to the vehicle based fuelauthorization processor component in response to receiving the fuel pumpID at the proximity receiver component; (e) automatically using astation wireless data link to send the fuel pump ID and a fuel ID fromthe vehicle based fuel authorization processor component to a stationfuel authorization processor component in response to obtaining the fuelID at the vehicle based fuel authorization processor component; and (f)automatically using the fuel ID at the station fuel authorizationprocessor component in response to receiving the fuel pump ID and fuelID at the station fuel authorization processor component, to determineif the vehicle is enrolled in the fuel authorization program and isauthorized to receive fuel, and if so, automatically enabling fueldelivery at the fuel pump identified by the fuel pump ID.
 2. The methodof claim 1, wherein the step of automatically detecting the vehicleapproaching the fuel station comprises the step of automaticallydetecting a signal from a motion sensor proximate the fuel pump.
 3. Themethod of claim 2, further comprising the step of automaticallydisabling the fuel pump when the motion sensor indicates the vehicle hasmoved away from the fuel pump.
 4. The method of claim 2, wherein thestep of automatically detecting the signal from the motion sensorproximate the fuel pump comprises the steps of: (a₁) installing a motionsensor above the fuel pump, the motion sensor being able to calculate adistance between the motion sensor and an object beneath the motionsensor, the motion sensor ignoring any distance that indicates that noobject is between a ground surface and the motion sensor; (a₂) ignoringany objects detected by the motion sensor where a distance detected bythe motion sensor indicates that the object does not meet a predefinedsize, the predefined size having been selected such that objectscorresponding to passenger vehicles are ignored, whereas objectscorresponding to larger commercial vehicles are detected;(a₃)automatically generating the signal to transmit the fuel pump IDfrom the proximity transmitter component when an object larger than thepredefined size is detected.
 5. The method of claim 1, wherein the stepof automatically detecting the vehicle approaching the fuel stationcomprises the step of automatically detecting a signal from a pressuresensor proximate the fuel pump.
 6. The method of claim 5, furthercomprising the step of automatically disabling the fuel pump when thepressure sensor indicates the vehicle has moved away from the fuel pump.7. The method of claim 1, wherein the step of automatically detectingthe vehicle approaching the fuel station comprises automaticallydetecting that a current position of the vehicle as reported by aposition sensing component at the vehicle, which is then communicatedover a network to the fuel station at which the fuel pump is located,corresponds to the location of the fuel station.
 8. The method of claim1, wherein the step of automatically detecting the vehicle approachingthe fuel station comprises the step of detecting the proximity receivercomponent disposed at the vehicle using the proximity transmittercomponent disposed at one of the plurality of fuel pumps.
 9. The methodof claim 8, further comprising the step of automatically disabling thefuel pump when the proximity transmitter component can no longer detectthe proximity receiver component disposed at the vehicle, indicating thevehicle has moved away from the fuel pump.
 10. The method of claim 1,wherein the station wireless data link is Wi-Fi.
 11. The method of claim1, wherein the proximity receiver component and the vehicle based fuelauthorization processor component communicate over a vehicle wirelessdata link, the vehicle wireless data link being separate and distinctfrom the station wireless data link.
 12. The method of claim 1, furthercomprising the steps of: (g) automatically obtaining a current vehiclelocation from a position sensing component at the vehicle, in responseto receiving the pump ID at the vehicle based fuel authorizationprocessor component, the vehicle location being required by a fuelvendor for fuel authorization; (h) automatically using the stationwireless data link to send the current vehicle location along with thepump ID from the vehicle based fuel authorization processor component tothe station fuel authorization processor component in response toobtaining the current vehicle location at the vehicle based fuelauthorization processor component; and (i) automatically using thecurrent vehicle location at the station fuel authorization processorcomponent in response to receiving the pump ID and the current vehiclelocation at the station fuel authorization processor component, todetermine if the vehicle location generally corresponds to the locationof the fuel station, and if so, automatically enabling fuel delivery atthe fuel pump identified by the pump ID.